A 2011–2016 LML Duramax DPF that won’t finish a regen: here’s how to diagnose it in order — and how installing a DPF & CAT delete permanently ends the regen cycle, restores fuel economy, and drops EGTs under load.
The LB7/LLY downpipe can effectively reduce the operating temperature, ensuring that the temperature of your LB7/LLY Duramax does not reach 1400°F EGT when being towed.
Your 6.7L Cummins is losing coolant with no visible leak, and the EGR cooler is the usual culprit — Here’s the failure chain that cracks the cooler, the tests that separate the causes.
A 6.0L Powerstroke EGR cooler rarely fails on its own — it’s killed by a clogged oil cooler upstream that starves it of coolant. Replace the cooler alone and it cracks again in 30,000–50,000 miles.
Deleting a 2008–2010 6.4L Powerstroke costs a few hundred dollars and stops the DPF regen fuel dilution that spins bearings. Waiting turns it into a $12,000 rebuild — or worse.
The 6.7L Powerstroke CP4.2 pump gives no warning before it fails. Here’s why you can’t detect it, what it actually costs, and how a disaster prevention bypass kit shrinks that repair to just a pump and a filter.
2007.5-2009 6.7L Cummins delete vs repair: these first-gen 6.7L Rams have no DEF, so they plug the DPF faster — meaning a repair is a repeating cost. Meanwhile a complete delete kit is about the same price as a single DPF replacement.
The 6.7L Powerstroke delete mistakes that make you pay twice: flashing the tune in the wrong order, blocking only one EGR circuit, buying a universal pipe, deleting in stages, and cheaping out on the tune.
6.7 Powerstroke vs 6.7 Cummins delete: the delete hardware itself is a near-wash. The real split is in tuning and ECM access: older trucks are close in price, but the 2019+ (especially 2022+) Cummins locked-ECM platforms jump to $3,500–$7,000.
